Locomotive valve-gear mechanism



4 Sheets-Sheet 2 l March 3l. 1925.

J. W. SHEPARD LocoMoTIvE VALVE GEAR MEcHANIsM Filed June 22, 1922 AN v J 0h71 W 1NVENToR.

ATTORNEY.

March 3l. 1925.

` J. w. sHEPARD LocoMoTIvE VALVE am MEcHmIsm Filed June 22,' 1922 4 Sheets-Sheet 3 March 31. 1925. 1,532,085

' i J. W. SHEPARD LocoMoTIvE VALVE GEAR MEcHANIsu Filed June 22. 1922 4 Sheets-Sheet `4 l 6/l 41a E0 /4 /2 E :l \2 ,E31 F li l Patented Mar. 3l 1925'.

Joiiirw'. siinrnnn, on Tucson, nnizoNA.

IJOCOMOTIVE VilLLVli-GEAR"` MEGHANISM.

Application filed June 22, 1922.` SeriaLNo. 570,133..

To ,ZZf whom if, concern.'

Beit known that I, JOI-IN Simmel), a citizen of the United States, residing at Tucson, inithe county of Pima and, State of Arizona, have invented certain new anduseful improvements in Locomotive Valve- Gear Mechanismsof which the following is a specification. i

'lhisinvention appertains-to certain improvements in valve gears for locomotives, and has for its principal object to provide for an extremely simplifiedy and! mechanicallyl refined' construction and arrangement of parts,`whereby to functionaccurately and f efficiently f-or adjusting or varying the initial openingv or lead of the valves and correspondingly at the opposite sides of a locomotive.`

Another object of the invention is to provide for a mechanism of the character, mentioned, and one of an=improved construction, arrangement and mounting of the parts thereof, whereby to be practically free from the usual severe and inherent vibrations, jolts and jars, .incident to the travel of a locomotive., so that the desired accuracy and elliciency of the mechanism is maintained throughout a longer period ofV usage than new obtained in known types of these mechanisms.

,lr further object of the invention is to provide for a mechanism of the class set forth, and one capable of being mounted dire-tly on the frame of a locomotive, whereby to he sustainedlby the springs interposed between the frame and the truck axles,V so that the vibrations, jolts and jars incident to thetravel of the latter over the rails of a trackway, are absorbed1 by said; springs and are not transmitted directly to the `mechanism,as commonly occurs in known metheds of mounting of the same.

il still further object of the invention is tor provide for a valve gear for locomotives, which is free from all connect-ions with the drive wheels, cranks or pins and journals thereof, whereby the desired accuracy and eflieiency of the gear is increased tov and maintained at maximum throughout the continued andlongusage of the same, and 'Le a degree not heretofore possible in the types of valve gears now in use'.

Among; numerous other and equally important objects, the invention also provides for a val-vegearembodying-much needed refinemente. in valve motion whereby all events in such motion during each cycle of-,action of the same is-greatly improvedg, the differential lead. of the locomotive valves is apo d automatically, the combinationlevers are moved to more desirable positions, a better balance is obtained on the main wheels of a locomotive; thelife of the. road bed is greatly increased' or otherwise" preserved hy a marked lesseningof the quarter pound of the drive wheels of the locomotive en the rails: all strainfis relieved from vthe crank of the locomotive ;.V and. the construction and arrangements ofthe valve gear is generally improvedfrom-the view pointL of increased economy and eiiiciency in installation, operation and maintenance. l With the foregoingv and other objects in view, the invention resides in the. certain new and useful construction, arrangement and operation of parts, as will be hereinafter more fully described, set forthin the appended claims, and illustrated in the aecompanying drawings, in which:- l liigurel isa fragmentary diagrammatical side elevation of'a conventional form ofilocomoti ve, and `showing a preferred embodiment of the improved valve gear as applied thereto,l l

Figure 2 is av fragmentary vertical section taken onthe line 2 2 of Figure l,

`Figure 3 is an enlarged fragmentary detail of the variable lead mechanism and showing the manner of mounting the same in position.,

Figure l is a longitudinal section through the assembly of a built-up link shaft, the same being taken on the line l-a of Figure io,

Figure' 5 is-a fragmentary detail of one of the connected ends of the outer hollow shaft portions of the built-up link shaft,

Figure 6 is a transverse section taken on the line 6--6 of Figure 4;,

Figure 7 isa transverse section taken on the line 7-7 of Figure 4:,

Figure 8 is a detail assembly of afer-m of variable lead attachment ofthe present? form of the invention as it appears, when'applied to the llalschaert valve motion,

Figure 9 is a fragmentary vertical section taken onV the line 9`9of Figure 8,

Figure l0 is a fragmentary plan view of the preferred assembly of the yconcentric links and reversing shafts and the co-related parts of the improved variable lead valve motions,L y

G ders 13, 13.

Figure 11 is a diagrammatical View, in elevation, of one unit of the improved valve gear, and showing the motions dened by the moving parts thereof, when the gear is set at neutral position,

Figure 12 is a similar view thereof, with the mechanism set for forward motion,

Figure 13 is another similar view of the same, when the mechanism is set at reversed position,

Figure 14 is a fragmentary detail, partly in section, and showing the upper slotted end portion of one of the combination levers and its connection with a radius rod at one side of a locomotive.

Figure 15 is a detail sectional view of the. control or shifting mechanism for the valve gear mechanism.

Y Figure 16 is a transverse sectional view taken on line 16-16 of Figure 15.

Referring to the drawings, wherein similar characters of reference designate corresponding parts throughout" the several views thereof, the numerals and 11 indicate portions of the boiler and cab of a conventional type of locomotive 12, 12', and 13, 13', the exterior representations of the steam chests and cylinders of the latter, the steam chests containing valves, and cylinders and 13, 13', the pistons, (the valves and pistons not being shown). The oscil` lation and reciprocation of the pistons within the cylinders 13, 13', functions to-propel the locomotive while the valves located within the steam chests 12, 12' functions the distribution of steam, and are located between the boiler 10 and the cylinders 13, 13'. The oscillations or reciprocations of thepistons, under the pressure of steam, are transmitted by horiontally extending piston rods connccted to cross heads 16, 16 which are in turn confined to horizontal movements by guides 17, 17 secured to guide yokes 13, 13', and the power developed by the pistons is transferred from intermediate conn-ec tions in the cross heads 16, 16', and distributed by connecting rods through the several driving wheels (indicated in circu lar dotted lines) to the intermediate portion of the locomotive as a whole. The

ninnerous applications of the driving wheels to the locomotive being necessary to avoid the slippage of the wheels and to provide a greater traction for-ce, and, the arrangement as shown, is common to known locomotive constructions.

Referring further to the valves within the steam chests 12, 12 which function the distribution of steam passing` from the boiler 10 to the cylinders 13, 13', the same, in each cycle of their action, operate correspondiugly to produce the necessary four periods of admission, cut-olf, expansion and exhaust of the steam to, within and from the cylin- This improved construction and arrangement of parts, as illustrated and described in the present case, functions a more refined distribution whereby to utilize the four periods of the cycle in the action of the steam to effect a greater efficiency and economy in locomotive operation. The valve stems 14, 14, are connected to each of the valves within the steam chest 12, 12', and are in turn connected as at 19, 19', to the valve rods 20, 20', which have their oppositeends connected to cross heads 21, 21', as at 24, 24', the cross heads 21, 21', being supported in guides 22, 22', whereby the valve stems 14, 14', and 20, 20', together with the cross heads 21, 21', are confined to lhorizontal movements, while a pair of combination levers 23, 23', are pivotally ene gaged, at intermediate points thereon, on pivot pins 24, 24', carried in the cross heads 21, 21', respectively. The lower ends of the combination levers 23, 23', are pivotally connected as at 25, 25', to one end of each of a pair of combination links 26, 26 which have their opposite ends pivotally connected at intermediate points on a pair of rocker arms 52, 52', as at 27, 2". The foregoing parts and connections being the origin and extent of the motion of the valve gear effecting the primary movements of the valves within the steam chest 12, 12'.

The valve gear mechanism includes a pair of transmission bars each formed with a primary portion and a secondary portion. The primary portions of said bars are indicated at 34, 34', and each has its forward end bifurcated, as at 33. The bifurcated ends of the primary portions of the transmission bars yare fastened on pivots 30, 30', which extend through the bifurcated ends 33, and further connect the combination levers 23, 23' with the primary portions 34, 31', and also to slotted shiftable shoe elements to be hereinafter referred to. These transmission bars 34, 34' and the connections thereof, which will be hereinafter more particularly referred to and in greater detail, have a fixed longitudinal movement until disturbed by the movement of the reversing mechanism of the locomotive, while the opposite ends of the same, in turn, are pivotally supported as at 77, 77', and in proximity to the ends 77, 77', pivotally connected, as at 61, 61 to controlling blocks 60, to vary their positions in the radius of the links 42, 42', one reversed to the other. The pivots 77, 77, connect the transmission bars, to the lower ends of hangers 78, 73', pivotally connected, at their upper ends, as at 62, 62', to arms 63, 6i The arms 63, 63 are operable from a sleeve 66 and a shaft 64 and upon the latter the sleeve 66 is mounted. The shaft 64 is supported at its opposite ends in bearings or hangers 65, and 65". This tumbling shaft 64 and the sleeve 66 are separable, the

latter being slipped onto one end of the former and. provided with the arms 63, 63', respectively, which are independent in movement and disposed oppositely in relation, one with respect to the other; The operation of the shaft 64 and the sleeve 66, together with the arms 63, 63', being controlled by means of a pair of arms 67 67', which are also oppositely disposed for movement with respect to each otlier, and in right angular relation each with its coinplem'en'tal arm 63, 63'. This shaft 64, as aywhole, is supported inbearings or hangers 65, and 65",'as hereinbefore stated, andA Which, in turn, have their support on a bracket? 44, extending transversely of the 'locomotive and beneath the boiler 10 thereof,

substantially as shown. The sleeve 66 and its (io-related arm 63, work in directions opposite to the shaft 64 andthe arms 63', 67', thereon,l as for instance, when arm 63 is operated in a. downward direction carrying the slide block 60' toy the lower. end of the link 42the arm 63 is moved in an upward direction and carries slide blocks 60' to tlie upper end of the link 42', and vice versa. This arrangement and movement' of parts being necessary and due to the positions of the cross heads 16, 16 from which the movement is derived through the p-ivot connections 59, 59', therewith, and through their pivot connections 57, 57' to the` lower ends of tlie rocker arms 52, 52,', since the cranked. positions on the drivers of the locomotive are degrees and 270 degrees apart on the circle defined by the movements of the said cranks and this reversed order of working of the transmission bars, and thel parts connected thereto, is necessary to function the desired distribution of steam within the cylinders 13, 13', at the proper time. The motion resulting from this arrangement of parts, is obtained from the cross head connections 59, 59' and is transferred therefrom to the pivot connection 57, 57 to thelower ends of the rocker arms 52, 52', through the medium of the connecting rods 58, 58', and is the only attachment, part or connection necessary to provide both primary and secondary movements, the primary motion beingl derived through the pivot connections 27, 27', ofthe rocker arms 52, 52'.

ln the method of distribution, as contemplated in the foregoing construction and arrangement of parts, it is necessary that a substantial means be provided for transfering motion from one side of the locomotive to the other and across the truck frames to the latter and wherein secondary motion of the connection 59, on the right cross head 16 will be transferred through the connecting rod 53, pivot connection 57, rocker ar n 52, lto the leftlink 42', while that' of pivot connection 59'on the left cross head'1`6' is transferred through connecting rodV 53', its pivot connection 57" with rocker arm 52' to' theY right link 42; primary motion as has been hereinbe-forc stated, being derived atV the pivotal points 27, 27', ofthe links 26, 26', with the rocker arms 52, 52'.

Referring now to Figure 4, there is shown a concentric link shaft assembly for the aceon'iplishment of `t-he foregoing stated transfer of motion, and it will be noted by reference thereto, that the intermediate portionA of the outer shaft 45 is not' attached in any way to the inner shaft, and the bearing portion for the latter is provided by the interior of the outer shaft within the portionsthereo'f 43'. rPhe inner shaft is preferably made of two sections 47, 4f), which are separable as at 50, the connection therebetween-being made by usualdraw key 50, insertible. through slots 51, provided for the assembling of thek same, while the intermediate connections of the outer shaft portion are shown at 46, 46. The outer shaft 45 includes an ii'itermediate section andi a pair of outer sections'. The outer sections are indicated at` 43, 43' and the said out yr section 43' is provided with an opening in its lower part for the passage of theI rocker arm 52' which depends from the portion 49' of the section 49 ofthe inner shaft. section 43' ofthe outershaft has af depending entensiont'o Which-is iixedly secured the rocker arm' 52'. The setting upof thev inner as well as the` outer shaft of a` plurality of sections facilitates the assembling of one shaft with respect to the other. The section 43, of the outer shaft is providedv with a removable bottom portion 53, having its outwardly disposed end supported in position by a yoke 54, which has' a. solid cross bar 55 connecting the free ends thereof at theupper side of the section 43, and the bar 55 is secured in position by means of nuts 56 threaded on the free ends of the yoke to facilitatea solid maintenance.

The right link 42, containing slidable block 60, is bolted to thev outer portiony of the section 43 ofthe outer shaft, substantially as shown in Figure 4, While the left link 42', containing slidable block 60', is secured in the same manner to the outer end of the solid' shaft portion 47 of the interior sha-ft. The opposite ends of the completed shaft and link assembly provided with trunnions 79, 79', for thejournaling ofthe same in'i'iearing portions 44a, 441 ofthe bracket 44. This arrangement as a whole, provides a means of locating the valve gear on the frame of an engine, thus avoiding the rigid and non-elastic features occasioned by direct connections to driving wheels, and also provides for superior primary and secondary movements. In thisA particular mechanism, as well as in other known forms of valve motion, the primary movement is equalV to The im mi the lap or' the valves, within the steam chest 12, 12, plus the lead, and the changes ei'- ected in the present valve gear as hereinbet'ore described 'for the same, so tar only concerns the origin ot this primary movementl and of the actual needs for its application, its maximum and cro-related minimum applications to be described hereafter.

It is here deemed necessary r'or a betterment in explanation ot the advantages et the present invention, to reitera-te the tact that the linlr motion is reversed in position from the opposite sides of the locomotive, and not only does the right cross head 10 deliver motion to Ithe lett linlr 4t2I` a irl the left cross head 10 deliver its motion to the right link 42, but the concentric pesi- Jtions of the sliding blo-lis (50, 60', also worlr in correspondingly opposite positions. he increased size and length ot' locomotives generally, has rendered cer i Lan oi the once snccessiful types et valve gears useless 'for the intended purposes thereof, and the lateral movement or' the front and rear wheels ot modern constructions, as in the articulated type or' locomotives, is 3 to le, and with this arrangement, dillerential movement, front or back laterally', is non-cii'lective, since all parts or' the gear are attached to the. locomotive iframe, and consequently the usual return crank is eliminated. lt should be noted that the return or the combination levers 23, 23', is delayed, having a shor'cr swing of lower connection, as the corresponding position is similar to thatl ot a slowly returning piston, which, by the shortening of the lower connection and having the same distance to recede, is at the rato ot to 100%. Greater, or maximum movement delivered from central position ot opposite cycle ot action, overwhelminglyv laps the motion delivered by the slowly returning combination levers 23, 23, which fact develops an abundant early admission or' steam and makes possible an increase ot' steam lap of valves, and maintains an ez;- haust, the exhaust occurring, with respect to the period, corresponding with that of admission.

Having set forth in the preceding descriptive matter, functions co-related et cetera, as arranged to provide an adequate primary and secondary movement of valves within the steam chests 12, 12, thesame being oppositely disposed on the right and left hand sides of the locomotive, respectively, the followingl description will set forth the effects obtained, together with the mechanical means as herein after claimed: Variation of the initial opening of the valves, called lead, is derived directly from the secondary portions of the transmission bars.

The secondary portions of the transmission bars consists of the curved arms 35, 35 having bifurcated upper ends 36, 36

piro ed together as at 37, 37 to links 33, 33", lornied with bi't'urcated ends 39, 30 pivotally connected, as at Zl0, 40, to vertically extending upper arms 41, 41 formed inteV Ial with the top of the shiftable shoes i3, 23, which are mounted .tor slidingl movement on horizontally disposed guides 31, 31 securely bolted to the guide yoke 18. Each ot the shoes 23, 23 comprises a plate if( 'led with a pair or right angularly disposed tir-anges 23a, "3, and secured to said 15g/es, through the medium of the holdt devices 32 is a plate 32. The flanges connection with the plate 32, de passage through which exide 31 or 3i. Each of the sup- "ch side, at the lower endlis L,nent shaped slot 29 and each shoe extends pivot lfhe biiiuicated forward end of iary portion olf' a transmission bar cilftends into a shoe and is connected therewith by a pivot 30 or 30.

The secondary portions of the transmission bars are arranged in superposed relation with respect to the forward ends of the primary portions of said transmission `bars and the curved arms 35, 35 of the secondary portions of the transmission bars are termed integra-l with the top edge or' the primary portions oli' the transmission bars and curve in a forward direction.

By setting up the secondary7 portions ot the transmission bars, in the manner as stated, motion from the radial swing of the secondary portions is transferred therefrom and makes its delivery to the arms 11, 41 to the shoes which are slidably mounted on the O'uides 31. The lower cross heads 21, 21, 'oeing coniined to horizontal motion by the guides 22, 22" and supporting combination levers 23, 23 as at 2li, on the same pivot and connection following a continuous oscillating motion when the locomotive is in operation, while its upper connection as at 30, is provided with a slidable block 30a located within the walls oi a slot way 30", whereby to provide for a vertical movement of the upper connection of the combination levers 23, 23. It will thus be seen that the variable lead is derived from transmission bars, oppositely disposed to the sides of the engine or the other parts of the mechanism. llith the transmission bars in iXed position, the variable lead of the valves is also tired, affording minimum movement when the slotted yoke has passed over the horizontally lixed position or 30, which is rigidly lined to the transmission bar 34, 34M, its function being to slide bloclr 302L at the top of the combination levers 23, 23 downwardly, reducing the space between the block 30a and the pivot 2e to a minimum when the sliding blocks 60, are at eX- treme positions, as at the bottom or top of in x v 2in. 23. in .an l l I vthe links l2, 4:2., such .positions being desirable in starting` the locomotive, the maximum leads .being automatically restored in the same manner .as engine .gains vin momentum and reverse mechanism is returned toward center .as in running,` a locomotive with the .valves in cut-,off position. Thus, the mechanism affords `an automatic variation in the `primary opening, called lead:

effecting .its minimum in starting, as is desirable; and restoring its maximum `when momentinn is `gained iin .the running,` of the locomotive when the valves thereof are in cut-off position, `as .is desirable.

lt will be .observed from consideration of this variable lead attachment that l .transfer a portion of radius bar motion, confine it to a 'horizontal motion by guide 3l centrally over the top of combination lever 23 and the front end of a .transmission bar,

both held fast to Vhorizontal position, itsy `downward or vertical motion being effected by .a portion ofslot 29, which is followed by pivot (3() which is in turn forced down in vertical slot .301.

The reversal, as describedas beingeffected by intermediategear, having motion oppositely disposed, balances and eliminates the necessity of carrying` counter-balance springs, reducing labor of reversing to a minimum. Theslight vibration is absorbed the beginningof a stroke, .and to .make any variations in the lead it must be accomplished at that time. In the .present instance, the initial movement of the right valveis received 'from ythe swingof rocker arm 52,1connected as..at.27. lWhen the rocker arm 5.2 is advanced, as Vbefore stated, it is in position to make ,primary opening on the immediate side, secondary opening on the opposite side.

In the assembly of .the concentric shaft,

the links 4:2, 42., at the ,right and "left ends thereof, are disposed parallel, ubut when active their motion is oppositely disposed, 180 yequal reverse, and Aare pivotally connected at their .lower ends, .by the pivots 57, 5.7', to .the crosshead on opposite .sides by links 58, 58. The point .of ydivergence of the `primary :movement is formed at `the intermediate connections 27, 27 0f .the links ,26. 23' with ,the rocker ,arms 452, 52. The

links 26, .2'6"and their :forward Aends .are

connected, as at 25, 25 .to the combination ,evers 2,3. Y l

ie variable lead is derived through the .ng of thcbars 34.1 34, through the radius the links with theblccks 60, 60. The lead decreases as the blocks move either upward or downward from the center of the links and increases as the blocks approach the center, vand by this arrangement inariinjium primary motion is had on one side when .minimum secondary motion is had on the other.

The controlk or shifting mechanism for the valve gear mechanism as contemplated herein, is identical to that as shown .and described in my copending application as filed under date cf April l, 1921, and serially numbered 457,593, and, in this instance, the crank arms 67, 67, on the shaft 64 and the sleeve 63, are pivotally connectedby pivot pins 68, G3" to the bifurcated ends G9, (39, of the reach rods 70, 70', leading,l to .and connecting the threaded reversing' screws 7l, 71, which are operable in the geared cylinders 72, 72, journaled in the .brackets 73, .4o ylhe cylinders 72, 72, are rotated in the desired directions, through the medium of an intermediate geared shaft 7 l, such intermediate gear rotates cylinders 72., 7 2 rightand left eifecting the desired reversal in the neared c vlinders and is so :imparted throughout the mechanism, which in turn is connected to an operating shaft 75, which in turn leads to .and connects a hand wheel 7 6 located in the cab portion l1 of the locomotive.

Referring to Figs. 3 and 9, l have illustrated an adaptation of the variable lead valve gear mechanism as contemplated in the present invention, to thev so called Valschaert valve motion, and as shown, the combination lever has its lower end connected, by means .of a union link 53a, directly to the engine cross head 16a, while ythe yoke 28a is bolted in position on the guideway l.22a of the cross head secured at .the -outer end of the valve piston rod 20a. ln this fixed yoke 28a, l have mounted a slidable yoke structure 23h, between the depending walls of which is disposed the up- ,per end of a combination lever n3, with its `pivot'pin 30a pivotally connected to the bifurcated end of the primary .portion 34a of `,a transmission bar, varranged with its op- ',posite ends arcuate slotways formed in the said wall portions `of the yoke structure 28a. In this instance, the primary portion 34a of ya transmission bar is formed with the arcuate arm 35a, which has pivoted, as at 37a and yat its outer end, a link 3S, which, in turn, pivotally connects as at 40a, toa lug' dlaprojecting centrally at the upper side of the yoke structure 23a. Inwardly of the opposite end ofthe primary portion 34a, the same ,is Vpivoted as at 61a yto a slide block a, slidably connected in the arcuate slotway of a link 42a, and at its free end is also pivoted as at 62" to a manually controlled setting arm 63a. rlhe setting of this type of mechanism, which is also duplicated at the opposite side of the locomotive, may be affected thro'ugh the similar setting mechanism as is involved in combination with the other form of the improved valve gear mechanism.

lt is to be understood that, while a preferred embodiment of the valve gear mechanism has been described and illustrated herein in specilic terms and details of construction, arrangement and operation, various changes in and modilications 01"' the same may be resorted to without departing from the spirit of the invention, or the scope of the claims appended hereto.

Having thus tully described the invention, what is claimed, is :--l

l. A locomotive valve gear comprising a transmission bar consisting of a primary and a secondary portion, the latter arranged in superposed relation with respect to the former, reciprocatory cross head adapted to be connected with the valve stein, a combination lever pivotally connected intermediate its ends to the crosshead for actuating the latter, a slotted horizontally shiftable shoe arranged above said cross head and having the upper end of said lever projecting therein, means extending into the slotted portion of the shoe for pivotallyT connecting` said primary portion and lever together and for slidably connecting them to said shoe, means for pivotally connecting said secondary portion to the top of said shoe, and means for actuating` said transmission bar and lever.

2, A locomotive valve gear comprising a transmission bar consisting of a primary and secondary portion, the latter arranged in snperposed relation with respect to the former, a reciproca-tory cross head adapted to be connected with the stein of the steam chest valve, a combination lever pivotally connected intermediate its ends to and actuating the cross head, a slotted horizontally shiftable shoe arranged above said cross head and having' the upper end of said lever extending therein, a block slidably mounted in the upper end of said lever, apin carried by the block and extending through the forward end of said primary portion and into the slotted portion of the shoe whereby said bar, lever and shoe are connected together and whereby the lever and primary portions are slidably connected to the shoe, means for pivotally connecting said secondary portion to the top of the shoe, and means tor act'uating said transmission bar and lever.

3. A locomotive valve gear comprising a transmission bar consisting of a primary and a secondary portion, the latter arranged in superposed relation with respect to the former, a reciprocatory cross head adapt-ed to be connected with the stem oi the steam chest valve, a combination lever pivotallyv connected intermediate its ends to the cross head for actuating the latter, a slotted horizontally shiitable shoe arranged above said cross head and having the upper end ot said lever projecting therein, means extending into the slotted portion ot the shoe for pivotally connecting said primary portion and lever together and for slidably connecting them to said shoe, means for pivotally connecting said secondary portion to the top ot said shoe, neans tor actuating lsaid transmission bar and lever connnjisinnv a slotted link, a block shittably mounted in said link and having said primary portion pivotally connected therewith, a sh aft carrying` said link, a rocker arm depending troni the shait for rocking` the latter, actuating means for said arm, and a link connecting1 said arni to said lever 'tor operating the latter to reciprocate the cross head.

4. A locomotive valve gear comprising` a transn'iission bar consistingot a primary and secondary portion, the latter arranged in snperposed relation with respect to the former, a reciprocatory cross head adapted to be connected with the stem of the steam chest valve, a combination lever pivotally connected intermediate its ends to and actuating the cross head, a slotted horizontally shiftable shoe arranged above said cross head and having the upper end of said lever extending therein, a block slidably mounted in t-he upper end of said lever, a pin carried by the block and extending through the forward end of said primary portion and into the slotted portion ot the shoe whereby said bar, lever and shoe are connected together and whereby the levcr and primary portions are slidably connected to the shoe, means for pivotally connecting said secondary port-ion to the top of the shoe, means for actuating said transmission bar and lever comprising a slotted link, a block shiftably mounted in said link and having said primary portion pivotally connected therewith, a shaft carrying said link, a rocker arm depending trom the shaft tor rocking the latter, actuating means 'for said arm, and a link connecting said arm to said lever for operating the latter to reciprocate the cross head.

5. A locomotive valve gear con'iprising a reciprocatory cross head adapted to be connected with the valve stem ot the steam chest valve, a lever pivotally connected intermediate its ends to said cross head for operating it. a horizontallyA movable shoe arranged above said cross head and provided with an arcuate slot, a transmission bar, means tor pivotally and slidably conneeting` the upper end of said lever to said bar, said means shiittahle in said slot, said slot heing arranged at the lower portion of said shoe, means for pivotally connectingI the top of said shoewith said loar` and means for aftuating said transmission 1oar and lever.

G. A locomotive valve gear comprising a transmission liar consistingl ot a primary and a secondary portion, the latter arranged in superposed relation with respect to the former and consisting of a plurality of elements pivotally connected together, a reciprocatory cross head adapted to he connected with the valve stem et the steam chest valve for operating the latter, a coinliination .lever pivotally connected intermediate its ends to said cross head for actuating' the same, a horizontally shiftalile shoe arranged above said cross head and having` the forward end of said primary portion and the upper end of said lever extending` therein, said shoe havingits lower portion provided with an arcuate slot. means for pivotally connecting the forward end of said primary portion and the upper end of said lever together, said means extending into said slot and shiftahle therein, a vertical arm extending from thetop of said shoe, means for pivotally emmeeting said secondary portion to said arm, and means for actuating said transmission har and lever.

7. A locomotive valve gear comprising a transmission loar consisting` of a primary and a secondary portion, the latter arranged in superposed relation with respect to the former and consisting of a plurality of elements pivotally connected together', a reciprocatory cross head adapted to loe connected with the valve stem of the steam chest valve for operating the latter, a combination lever pivotally connected intermediate its ends to said cross head for actuating the same, a horizontally shiftable shoe arranged alcove said cross head and having the forward end of said primary portion and the upper end of said lever extending therein, said shoe havingl lits lower portion provided with an arcuate slot, means for pivotally connecting the forward end of said primary portion and the upper end of said lever together. said means extending into said slot and shiftahle therein, a vertical arm extending from the top of said shoe, means for pivotally connecting said secondary portion to said arm, a slotted link, a block shiftahly mounted in said link and having said primary portion at the rear end thereof pivotally connected therewith, a shaft carrying said link, a rocker arm depending from the shaft for rocking' the latter, actuating means for said arm, and a link connecting said arm to the lower end of said lever for operating the latter to reciprocate the cross head,

8. In a locomotive valve gear the comlination with a pair of reciprocatory cross heads adapted to he connected Ywith the valve stems of the steam chest valves for operatingthem, of a pair ot' combination levers, each pivotally connected intermediate its ends to a cross head for actuating it, a horizontally shiftalile shoe arranged over each cross head and having its lower portion provided with an arcuate slot, each of said levers extending into the lower portion of a shoe, a pair of transmission hars, each of said 1oars consisting of a primaryand a secondary portion, said primary portion eX- tending into the lower portion of a shoe and said secondary port-ion extended on the top of the shoe, shit-table means mounted in the upper end of each of the levers for pivotally connecting the primary portion of a transmission har therewith, said means slidaoly mounted in the slot ofthe shoe, means for pivotally connecting the secondary portion of a transmission har to the top of aY shoe, a pair of shafts adapted yto extend transversely of a locomotive, one of sai-d shafts arranged within and extending from the other, a journal at the outer terminus of the inner shaft and at the opposite terminus of the outer shaft, a rocker arm depending from one end of the inner shaft and from the opposite end of the outer shaft and providing means for rocking said shafts when said arms are actuated, a slotted link carried hy each of the shafts inwardly with respect to the journal thereof, blocks shiftaloly mounted in said links and having said primary portions pivotally connected therewith, actuating means for said arms, and links connecting said arms to said levers for operating these latter to reciprocate the cross heads.

9. In a locomotive valve gear the combi nation with a pair of reciprocatory cross heads adapted to be connected with the valve stems of the steam chest valves for operating them, of a pair of combination levers each pivetally connected intermediate its ends to a cross head for actuating it, a horizontally shiftalole shoe arranged over each cross head and having its lower portion provided with an arcuate slot, each of said levers eXtending into the lower portion of a shoe, a pair of transmission bars, each of said bars consisting of a primary and a secondary portion, said primary portion extending into the lower portion of the shoe and said secondary portion extended on the top of the shoe, shiftable means mounted in the upper end of each of the levers for pivotally connecting the primary portion of a transmis,- sion bar therewith, said means slidaloly mounted in the slot of the shoe, means for pivotally connecting the secondary portion of a transmission bar to the top of a shoe, [a 'reif 0f Shafts adapted t@ esta@ sans versely of a locomotive, one of said shafts arranged Within and extending from the other, a journal at one end of the inner shaft and at the opposite end of the outer shaft, a rocker arm depending from one end oic the inner shaft and from the opposite end oi the outer shaft and providing means when operated to rock said shafts, a slotted link carried by each of the shafts inwardly With respect to the journal thereof, blocks shiftably mounted in said links and having said primary portions pivotally connected there with, actuating means for said arms, links connecting said arms to said levers for operating these latter to provide for the reciprocation of said cross heads, and supporting means common to said outer shaft and said journals.

10. In a locomotive valve gear a transmission bar formed of a primary and a secondary portion, a valve actuating lever, a horizontally shiiftable shoe, means slidably mounted in the upper end of said lever for pivotally connecting the forward end of said primary portion to the upper end oit said lever, said shoe slotted at its lower portion, said means extending into and capable ot being shifted in the slotted portion ot the shoe, means for pivotally connecting the forward end oit said secondary portion 'to said J ondary portion, a valve actuating lever, a

horizontally shiftable shoe, means slidably mounted in the upper end of said lever for pivotally connect-ing the forward end oi: said primary portion to the upper end of said lever, said shoe slotted at its lower portion, said means extending into and capable of being shifted in the slotted portion of the shoe, means for pivotally connecting the forward end of said secondary portion to said shoe, actuating means ior said bar and said lever, and a drive element for said actuating means leading 'from and connected directly to the cross head of the locomotive.

n testimony whereof, I aiX my signature hereto.

JOHN lV. SHEPARU 

